Locomotive construction



I E. w. ALBERS LocoMpTivE CONSTRUCTION June 11, 1935.

Fiiea May 19, 1953 s Sheets-Sheet 1 A RNEY June 11, 1935. v E. w. ALBERS 2,004,742

LQCOMOTIVE CONSTRUCTION Filed May 19, 1933 3 Sheets-Sheet 2 I, INVENTOR BY Edwin W/i/ers T RNEY June 11 1935. ,E. w. ,ALBERS 72,004,142

' ocoMo'nvE CONSTRUCTION Filed ma 19,"'19ss s Sheets-Sheet; z

Patented June 11, 1935 UNITED s'rrxrss PATENT oFFICETf This invention relates to locomotives and particularly to locomotives wherein aplurality of driving trucks are employed and tractivev and buffing forces are transmitted through the driving trucks and through a superstructure supporting frame. The invention is especially applicable to locomotives of the' Garratt type which comprise two driving trucks pivotally articulated to a superstructure supporting frame.

An object'of the present invention is to provide improved articulation means for driving trucks of the character aforedescribed whereby tractive and buifing forces which have hereto fore been transmitted through center plates and pins disposed between'the driving trucks and locomotive superstructure supporting frames are transmitted separately and independently of center plates and pins, leaving the so-called center plates and pins to act as load-carrying and guiding elements (against lateral displacement) only. 1

A further object is to provide improved tractive and bufiing force transmission means of the character aforedescribed whereby such forces are transmitted more:nearly in a straight line, i. e. one horizontal plane only, through the driving trucks and the superstructure support ing frame, than has been done in constructions of the prior art, thus minimizing undesirable twisting stresses caused by the transmission of such forces through several different horizontal planes as in prior practice.

A further object is to provide a locomotive embodying an improved arrangement of driving trucks, leading and trailing trucks and a superstructure supporting frame adapted to more efficiently effect load transmission and tractive and bufiing force transmission through the trucks and supporting frame and to effect a saving in weight and a more economical, practical and serviceable construction than the constructions of the prior art.

Other and further objects of and advantages achieved by this invention will be apparent from the following detailed description and the ap-- pended claims.

An approved embodiment of this invention is illustrated in the accompanying drawings wherein Figure 1 is a side elevation of the forward portion of a locomotive embodying the present invention; Fig. 2 is a view similar to Fig. 1, of the rear portion of the locomotive; Fig. 3 is a vetrical sectional view'onan enlarged scale of one (the rear one) of the improved tractive and bufiing force transmission means of the invention, 7 showing parts of the superstructure supporting frame and driving truck frame with which it is connected, the section being taken on the line III-III of Fig. 4; Fig. 4 is'aplan view of parts of the structure'shown in Fig. 3

with parts removed, a part being in horizontal section on the line IV-I V of Fig. 3 a partbeing broken away and certain parts above the section being indicated by dot and dash lines Fig. 5

is a fragmentary side elevationoni an enlarged scale'of the connecting parts'of a trailing truck frame and driving truck frame "of the invention; and Figs. 6 to '10 are views of the superstructure supporting frame of the invention, Fig. 6 being a broken plan view, Fig. 7 a-broken' side view, Fig. 8 a front endview, Fig. 9a section on the line IX-IX of Fig. =-'7, and Fig. 10 a rear end view. e 1 v Referring in detail to the drawings, the' locomotive illustrated comprises two driving-trucks. l and 2 at the forward and rear ends of the 10- comotive respectively. Each of the trucks l and 2 embodies a frame 3 which includesside mem bers having pedestal jaws and'crosstie members, all of the usual construction. A superstructure supporting frame 4,-hereinafter more fully described is connectedwith the frames 3 and-is supported in part by the driving trucks. A leading truck 5 and a trailing truck 6 are" connected to each of the driving trucks at its outer and inner ends respectively, relative'to the locomotive as 'a whole. In the drawings the locomotive is illustrated as facing toward the left and the trucks 5 have been termed leading trucks while the trucks 6 have been termed trailing trucks for the purpose of facility of expression, and 'will be so referred to hereinafter. It will howeverof course be understood that the locomotive is capable of running in a reverse direction as well as in a forward direction and it will therefore be apparent that the trucks 5 and 6 are respectively leading and trailing in fact only when the locomotive is running in a forward direction when considering the trucks at the forward end of the locomotive and only when the locomotive is running in a reverse direction when considering the trucks at the rear end of the locomotive.

A boiler I is carriedby the'frame 4 andsuitdisposed forwardly of the boiler and is supported j by the frame} of the driving truck I, suitable supporting brackets II being'disposed between ward.end of the driving truck I is connected to the leading truck 5 by a swiveling bolster connection of the usual construction.

A fuel container I2 is disposed rearwardly of the cab 9 and is supported by the frame 3 of the driving truck 2, suitable supporting brackets- I3 being disposed between the frame 3 and the;

tank. The rear end of the tank I2 is supported on a cylinder saddle, which saddle together with power cylinders and valve chests is carried by the rear end of the driving truck 2; which truck in turn is supported by the leading truck 5 at this v end of the locomative in the usual manner.

Each of the driving trucks I and 2 comprises four-pairs of driving wheels I4, these driving wheels utilizing sufficient weight for proper tractive adhesion. The wheels I4 are connected with thedrivingtrucksinthe usual manner. Each of the leading trucks 5 isprovided with four wheels I5. The trailing'truckt connected to the drivingctruckI isprovided with four ,wheelslfi'and the trailing truck Ii connected with'the driving truck 2 is provided with two wheels IT. The

wheels. ofythey leading and trailing trucks are I connected to their respective truck frames in the usual manner and carry the remaining weight over and above that required for traction by ,thejldriving wheels of the driving. trucks as hereinafter. more fully described.

The superstructure supporting frame 4 is shown in detail in Figs. 6 to 10 inclusive-and is formed as an integral casting. comprising parallel,;longitudinal, vertical side members I8 and parallel, vertical, transverse .members I9 which extends betweenand connect the side members at spaced positions throughout their lengths. The longitudinal members I8 are depressed at their central portions 20, providing an open space or pocket ZI into which the bottom portion of the fire box section 1a of the locomotive boiler I is disposed. The pocket 2I provides free access .to the bottom portions of the sides of the fire box section. Ia and to the stay bolts employed in the fire box section at these locations.

A pairof the transverse members I9 at each end of the pocket 2| is connected with a pair of the transverse members I9 at the adjacent end of the frame by a pairof longitudinal, vertical members 23, one member 23 being disposed oneach side of the-center line of the frame and spaced inwardly'from, its adjacent side member I8. Horizontal strengthening plates or webs 24 are provided at the upper and lower edges of the several longitudinal and transverse members, and the webs are cut away, providing a plurality of openings 25, as clearly shown in Fig. 6."

The saddles 8 hereinbefore referred to are integrally formed on the upper side of the frame 4 at the forward portion thereof, one being disposed at the forward end of the frame and the other being disposed adjacent the pocket "2I.

26 and. vertical strengthening members 22 which are continuations of adjacent transverse members I9 and longitudinal members 23 and con-- nect the flange with the frame 4. The flange 2 6. of the front saddle is suitably. secured by bolts (not shown) to the smoke box section of the boiler 7 and the flange 26 of the rear saddle supportingly engages the barrel section of the boiler so as to permit relative longitudinal movement therebetween to compensate for expansion and contraction caused by varying temperatures. v

A center plate 21 is integrally formed'at each of the opposite extreme ends of the frame 4 at the under side thereof. A circular. .center pin 28 is suitably formed on each of"the respective frames 3 of the driving trucks I and 2. The center plates 21 rest on the respective center pins 28, with a clearance between their adjacent vertical surfaces at their front and rear portions, and a substantial part of the weightof the locomotive superstructure is transmitted from the supporting frame 4 through the center platesto the driving trucksr 7 It will be apparent that the weight carried by the driving trucks land 2 includes weight of the superstructure 'carried' by the i frame 4 and the weight of the water tank and fuel container.

The water tank and fuel container however rest directly upon thegframes 3 of the trucks I and 2' respectively as. hereinbefore described. The

driving trucks are separated by a substantial space and each of the driving trucks is adapted to swivel about itsicenter plate, moving relative to the superstructure supporting'frame 4, when the locomotive is' passing throughcurved track. I As the center plates transmit load of both the superstructure and the frame.v 4, the driving trucks, in order to :swivel, must always overcome the frictional resistance between the adjacent horizontal surfaces of the center plate and center pin imposed by this load.j In designs of the prior art, .wherein tractive andbuffing forces are transmitted through the center plates, the additional friction caused by these .forces between the adjacent vertical surfaces of the center plate and center pin must also'be overcome in order for the trucks to swivel. In the present invention however as the tractive and bufling forces are not transmitted through the center plates and center Ipins this additional cause of friction, between the adjacentvertical surfaces is not present and the amount offrictional resistance between the center plates and center pins-when thetrucks are swiveling is through the center plate structure and thus the forces aretransmitted through a broken path including vertical planes through the center pin structures, thereby producing objectionable twisting stresses in the frames' The presentinvention is directed touimproving this condition by providing mea-ns'for avoiding the neces-- sity of transmitting these forces through the center plate structures and for transmitting these forces in asubstantially straight horizontal paththroughthe truck frames and the superstructure frame, thereby at least minimizing said objectionable stresses. iThis is accomit:may be inserted. A headed keeper pin 55 is plished in the present instanceby constructions comprising links and connecting pins, 'thepins being secured at both ,theirends to a frame, therebypresenting much stronger structuresfor the transmission of power than'is possible with the usual center plate and center pin connec- ,members 35 are disposedbetween the members 23 at the end portions of the frame and at the central portion are depressed, correspondingly to the members I 8. A pair of aligned annular bearing members 36 is provided near each of the opposite ends of the frame 4, spaced inwardly from the center plate at said end, onejbearing longitudinal members. 35.

slant upwardly as indicated at 31.

at the forward end of the locomotive.

member being formed in each of the respective Beyond the bearing members the members 35 diverge outwardly and A bottom wall 38 extends from each of the center plates ill inwardly or toward the middle of the frame above the: bearing members 36 and vertically downward at the inner sides of the bearing mem I and 2, at the location of its center pin 28,

is constructed so as to provide a hollow structure including an upper horizontal wall 4!,- a. lower horizontal wall 42 and a vertical wall 43 'connecting the walls 4! and 42. The center pin 28 is formed integrally with the wall 41. Aligned openings 44 are formed inthe center pin 23 and the wall 42,-and annular flanges are provided around the openings 44 constituting bearings as hereinafter further described. 1 j

Bars 45 are provided one for connecting each end of the frame 4 with the respective driving truck frame 3 at said end. For the sake'of brevity, only the bar at the rear end of the locomotive and its connecting structure will be described and it will be understood that the bar at the ,forward end ofthe locomotive and its connecting structure will be the same as the corresponding parts at the rear end except that the position of the bar is reversed end for end One end (forward in this particular instance) of the bar, see particularly Figs. 3 and l, comprises a vertical, annular portion 46. Within the. annular portion 46 an annular bushing 41 is mounted.

The inner surface of the bushing i! is concave and a substantially ball-shaped member 48 provided with a transverse opening 49 is disposed within the bushing 41. The bushing 41 is made in segments for. the purpose of assembly. The transverse opening 49 is aligned with the'openings of the annular bearing members 36 on the frame 4. Suitable bushings 50 are provided in the openings of the bearing members 36 and a pin is passed through the bushings 5t and the transverse opening 49 of the ball shaped member 48. thus providing a universal connection. Lugs 52 are provided at one end of one of the bearing members 36 on opposite sides of its opening and the pint! is formed with a head 53 which rests against the outer face of said bearing member 36, limiting the extent to which passed through. aligned openings 54 formed in the lugs and over the end of the head .53 for preventing accidental removal of the pin. The

keeper pin Ellis held in place by a split key 55a.

The bar 45 converges vertically from front to rear and rdivergeshorizontally in the same direction, presentinga structureof substantially the same cross-sectional area and strength throughout. The rear end of the bar is shaped to provide an annular portion 56 of substantially the same shape as the portion fit excepting that the portion 56 is horizontally di posed as distinguished from the vertically diposed portion 68. Likewise, a pin 51 is provided at the rear end of the bar and is similarto the pin 5i excepting that it is vertically disposed instead of horizontally as the pin 5!. -Bushings and a ball shaped member are provided for the rear end of the bar, all ofwhich parts are of the same construction and arrangement as the corresponding parts at the forward end of the bar excepting that at the rear end they are arranged to conform with the horizontal, annularportion 5t and vertical pin 5?. The pin i is passed through the aligned openings lit formed in the center pin 28 and the wall 62 hereinbefore described, suitable bushings 55:; being provided around the pin in these openings. As aforesaid, the forward end of the frame 4 is connected to the frame 3 of the driving truck l by an identical barstructure and connecting parts as just previously described.

Referring now to the load transmission and the construction and connections between the leading and trailing trucks and the driving trucks and superstructure supporting frame, it

will be understood that such transmission, construction and connections are substantially the same for each of the trucks I and 2 at the opposite ends of the frame 4 and the leading and trailing trucks adjacent thereto. For the pur poseof brevity, only the trucks and connected parts at the rear end of the locomotive will be described. 1 v p The driving truck 2, as hereinbefore stated, is connected with its leading truck 5 in the usual manner, a suitable bolster (not shown) being provided for this purpose on the leading truck permitting swinging or provided with a split key, is passed through the ball member and socket preventing the connected parts from separating vertically. There is thus afforded a swivel bearing joint by the connection 29 and weight is transmitted to the trailing truck through this. connection;

At the opposite end of thistwo-wheel trailing truck ii supporting-means for the superstructure supporting frame 4 are provided. ,These means comprise centering rockers S Zicarried by.

the frame of the trailing truck, one on each of its opposite sides and disposed between thetrailing truck frame and the superstructure supportrelative lateral 'movement between the two connected trucks ing frame 4. Bearing seats 59, integrally formed on the opposite sides of the frame 4, are provided for the rockers 34, the rockers and their. seats .having a supportingframe; a driving truck havall being of usual well-known design and construction. In designs of the prior art the usual practice was to mount the axle of the wheels 'of the trailing truck in the frame of the driving truck, the driving truck frame being extended for this purpose and the support afforded by the trailing truck being supplied entirely to the frame of thedriving truck. By the arrangement of the present invention the frame of the driv- The trailing truck 6 adjacent the forward" driving truck I and its connecting structure with the superstructure supporting frame 4 and the frame of the driving truck I is as aforesaid the same as that just described with reference v to the two-wheel truck 6 adjacent the rear driving truck 2 excepting that the trailing truck 6 adjacent the forward driving truck is a fourwheel truck. 7

In this type of locomotive heretofore a twowheel trailing truck has been employed, articulated with a driving truck frame. 7 In such constructions the frame of the driving truck has been extended overthe trailing truck to the rear thereof and load-transmitting rockers have been interposed at the rear end, between the two truck frames. 1 This presents a somewhat objectionable construction as when passing over curved track the driving truck frame extension swings laterally relative to the two-wheel truck and the consequent lateral projection of "the ex tension must obviously be kept within thepermissible bounds. In the present invention the driving truck frames as aforedescribed are terminated adjacent the innermost pair of driving wheels thereby eliminating such extensions of their frames and the undesirable lateral projections thereof when the trucks are passing over curved tracks, and furthermore load-transmitting rockers are interposed directly between the superstructure supporting frame and the trailing truck frames.

While as stated it has been previously proposed to employ a driving truck frame with a rear extension connected with a two-wheel trailing truck, it is manifestly impracticable in such a construction to employ, instead of a two-wheel trailing truck, a four-wheel trailing truck. As is well known however a four-wheel truck is better adapted for supporting heavy loads than a two-wheel truck. Therefore the arrangement of the present invention employing a four-wheel trailing truck as described constitutes an additional advantage and an important feature of the invention.

While there has been hereinbefore described an approved embodiment of the present invention, it will be readily understood that many and various changes and'modifications in the form, design, structure and arrangement of parts may be made without departing from the spirit of the invention and that all such changes and modifications are contemplated as a part of the present invention as defined in the appended claims.

r The invention claimed and desired to be secured by Letters Patent is:

1. A locomotive comprising a superstructure ing a frame; a non-tractive-and-non-buflingforce-transmission connection permitting relative pivotal movement and preventing relative:

lateral movement, of said frames'at said connec-' tion and serving to transmit load of said'superstructure to said truck; and a rigid bar flexibly connected at itsopposite ends with said supporting frame and said truck frame respectively, said bar serving as a tension member to transmit all tractive and buffing forces transmitted between said frames which are applied in one direction and as a compression member serving to transmit all tractive and bufllng forces transmitted between said frames which areapplied in the opposite direction. I e

2. A locomotive comprising a superstructure having a supporting frame; a driving truck having a frame; a connection permitting relative pivotal movement and preventing relative lateral movement, of said frames at said connection and serving to transmit load of said superstructure to said truck; and a rigid bar flexibly connected at its opposite ends substantially in the same plane with said'supporting frame and said truck frame respectively for transmitting in said planethe entire tractive and buffing forces transmitted therebetween. i 1

3. A locomotive comprising a superstructure having a supporting frame; a driving truck having a frame; a connection permitting relative pivotal movement and preventing relative lateral movement, of said frames at said connection and.

serving to transmit load of said superstructure to said truck; and a rigid bar independent of said connection flexibly connected at its opposite ends with said supporting frame and said truck frame respectively, said bar serving as a tension member to transmit all tractive and buffing forces transmitted between said frames which are applied in one direction and as a compression member serving to transmit all tractive and buffing forces transmitted between said frames which are applied in the opposite direction.

4. A locomotive comprising a superstructure having a supporting frame; a driving truck having a frame; a non-tractive-and-non-buflingforce-transmission connection permitting relalateralmovement, of said frames at said connection and servingto transmit load of said superstructure to said truck; and. a rigid bar flexibly connected at its opposite ends with said supporting frame and said truck frame respectively, said bar servingas a tension member to transmit all tractive and bufling forces transmitted between said frames which are applied in one direction and as a compression member serving to transmit all tractive and buffing forces transmitted between said frames which are applied in the opposite direction, at least one of the bar connections being a universal connection.

5. A locomotive comprising a superstructure having a supporting frame; a driving truck having a frame; a non-tractive-and-non-bufling tical pin and pivotally connect'datt t lieiaotherof its .ends with said horizontal pinfsaidbar frames whichareapplied in one direction and as a compression member serving to transmit all tractive and buffing forces transmittedbetween said frames which are applied in the opposite di-.

rection, said bar means having at one of its ends a pivotal connection with one of said frames, the

axis of said pivotal connection being in alignment with the axis of'said pivotal movement between said frames and having at the other of its ends a flexible connection with the other of said frames.

. 6. A locomotive comprising a superstructure pression member servingto transmit all tractive and buffing forces transmitted between said frames which are applied in the opposite direction, said bar being connected atone of its ends with said pin by a universal joint and flexibly connected at the other of its ends with the other of said frames.

'7. A locomotive comprising: a superstructure having a supportingframe; adriving truck having a frame; a connection permitting relative pivotal movement and preventing relative lateral movement, of said frames at said connection and serving to transmit load of said superstructure to said truck; a vertical pin mounted at its opposite ends in one of said frames; and

a rigid barconnected at one of its ends with said pin by a universal joint disposed between said mounted ends and flexibly connected at the other of its ends with the other of said frames. 8.YA locomotive comprising a superstructure having a supporting frame; a driving truck,

having a frame; a connection permitting 1 elativepivotal movement and preventing relative lateral movement, of said frames at said con-' nectionand serving to transmit load of said superstructure to said truck; a vertical pin carried by one of said frames in alignment with the axis of said pivotal movement between said frames; a horizontal pin space'dfrom said first pin carried by the other of said frames; and a rigid bar connected at one of its ends by a universal joint with said vertical pin and pivotally connected at the other of its ends with said horizontal pin, said bar serving as a tension member to transmit all tractive and buffing forces transmitted between said frames which are applied in one direction and as a compression member serving to transmit all tractive and buffing forces transmitted between said frames which are applied in the opposite direction.

9. A locomotive comprising a superstructure having a supporting frame; a driving truck having a frame; a connection permittingrelative pivotal movement and preventing relative lateral movement, of said frames at said connection and serving to transmit load of said superstructure to said truck; a vertical pin carried by one of said frames in alignment with the axis of said pivotal movement between said.

frames; a horizontal pin spaced from said first pin carried by the other of said frames; and a rigid bar of integral structure connected at one of its ends by a universal joint with said verhaving oppositely disposed vertical faces converging from. saiduniversallyv connected end tofl its opposite end and oppositely disposed. faces converging in'an opposite'direction to said ver-i tical faces and connecting the opposite upper edges and the opposite lower edges respectively of said'vertical faces.

10. A locomotive comprising a superstructure having a non-wheeled supporting girder-like "name; a superstructure load supporting truck pivoted to said frame at one end thereoffa driving truck having a frame disposed at. the opposite end of said supporting frame; a nonsaid frames at said connection and serving to transmit load of said superstructure to said driving truck; and rigid bar means serving as a tension member to transmit all tractiveand buffing forces transmitted between said frames which are applied in one direction-and as a compression member to transmitall tractive and buffing forces transmitted between said frames which are applied in theopposite'direc tion, said bar-means having a flexible connec tionat each of its opposite ends With-each vof said frames respectively.

having a supporting frame; a driving truck having a framef a connection-permittingrelative pivotal movement and preventing relative lat-' eral movement, of said frames at said connec' tion and serving to transmit load of said "super-1 structure to said truck; and-rigid bar means having at one of its ends a flexible connection" with'the truck frame below said load transmit-vv ting connection and at the other 'of its ends a flexible connection with said supporting frame.

Said flexible connections being substantiallyiii the same plane.

123A locomotive comprising a'superstru'cture having asupporting'frame; a driving truckhaving a frame flexibly connected with'and sup,-

portingly'engaging said supporting nameyand frame; and a trailing truck having a frame:

flexibly and supportingly engaging at its opposite ends said supporting frame and said driving truck frame respectively, one of said trailing truck engagements providing a pivotal connection between the two frames engaged thereby and the other of said trailing truck engagements I permitting relative lateral movement betweenthe two frames engaged thereby.

14 A locomotive comprising a superstructure having a supporting frame; a driving truck having a frame flexibly connected with and supportingly engaging an end of said supporting frame; and a four-wheeled trailing truck having a frame flexibly and supportingly engaging at its opposite ends said supporting frame and said 'driving truck frame respectively, one of said trailing truck engagements providing a pivotal connection between the two frames engaged thereby and the other of said trailing truck en- 11. A locomotive comprising asuperstructure" gagements permitting relative lateralimovlement between the'ltwo frames engaged thereby.

15. Arlocomotivecomprising a superstructure I having a supporting frame; a driving truck having a frame flexibly connected with and sup-: portin'gly engaging an end of said supporting frame; and a four-wheeled trailing truckrhaving'a'frame flexibly and supportingly engaging. at its forward end the rear end of said driving truck frame and flexibly and supportingly ven-v gaging at its rear end said supporting frame, one of said trailing truck engagements providing a pivotal connection between thetwo frames engaged thereby and the other of said trailing truck engagements permitting relative lateral movemen b we he. he eby; r a

;16. A; locomotive comprising a superstructure having a supporting frame; adriving truck havi'ng oa frame'fiexibly connected with and supportingly engaging said supporting frame; and a second truck at one endof said driving truck two frames engaged frame having a frame flexibly and supportingly connectedwith said supporting frame and extending beneath and flexibly and supportingly engagingsaid driving truck frame, said second truck frame engagements being respectively disposed at opposite sides of an axle of said second truck.

17. A locomotive comprising a superstructure having asupporting frame; a driving truck having a frame flexibly connected with and support i'ngly engaging an end of said supporting frame; and a trailing truck having a frame flexibly and suppottingly connected at one of its ends with said supporting frame and at the other of its and preventing relative lateral movement, of

said frames at said connection and serving to transmit'load of said supporting frame tosaid" truck frame; and. rigid bar means havingyat one of its ends a flexible connection with oneof said frames and havingat the other of its ends a flexible connection with. the other of said frames.

19. A structure for a locomotive comprising a; longitudinal non-wheeled girder-like superstructure-supporting frame; means carried .by. and" disposed atv the bottom of sai'dframe at one end thereof adapted to transmit superstructure.

.'load to a driving truck of .saidj'locomotive and for cooperation with means on said driving truck to permit relative pivotal movement andto prevent relative lateral ;movement,' of said frame for a mitting means; and bearing means spaced from said load transmitting means, disposed at the bottom of said frame, adapted to transmit 15 and truck at said connection; connecting means tractive-and-bufling-force transmittingx* rigid bar of SaidJIocQmotiVe", saidf connecting means being disposedjin a vertical longitudinal" plane passing'centrally through said load trans- 20 superstructure load to atrailing truck of said locomotive and adapted to cooperate with means on said trailingtruck to permit relative horizontal angular movement between said frame and trailing truck. 1

20. A structure for a locomotive comprising a" longitudinal non-Wheeled girder-like 'superstruc ture-supporting frame; means carried by and,

disposed at the bottom of said frame at the opposite ends thereof adapted to transmit super- I structure load to trucks of said locomotive; con:

necting means for -tractive-and-bufiing-force transmitting rigid bars of said locomotive, one' at each of the opposite end portions of said frame, the two'said connecting means-being dis-f posed in a vertical longitudinal plane passing centrally through the two said load transmitting means; and-a rigid longitudinal connection extending from one of said connecting means to the other in said verticallongitudinal plane and, integral-with said frame and the two said 'con-,

necting means. a

. EDWIN W. ALBERS. 

